System and method for segregating an energy storage system from piping and cabling on a hybrid energy vehicle

ABSTRACT

A system is provided for segregating an energy storage system from at least one of at least one air pipe and at least one electric cable of a hybrid energy vehicle. The energy storage system includes at least one energy storage device and at least one hybrid cable. The system includes a pair of first regions proximately positioned below a respective pair of walkways extending along opposing sides of the vehicle, and a second region positioned between the pair of first regions. The energy storage system and at least one of the at least one air pipe and at least one electric cable are respectively positioned within one of the pair of first regions and the second region to segregate the energy storage system from at least one of the at least one air pipe and at least one electric cable of the hybrid energy vehicle.

FIELD OF THE INVENTION

The present invention relates to an energy storage system on a hybridenergy vehicle, and more particularly, to a system and method forsegregating an energy storage system from piping and cabling on a hybridenergy vehicle to provide maximum space for energy storage.

BACKGROUND OF THE INVENTION

Hybrid diesel electric vehicles, such as hybrid diesel electriclocomotives, for example, include an energy storage system with severalenergy storage devices (i.e. batteries). These energy storage devicesare typically utilized to store secondary electric energy during adynamic braking mode, when the traction motors generate excesselectrical energy which may be stored, or during a motoring mode, whenthe locomotive engine produces excess electrical energy which may bestored. Each locomotive typically includes many energy storage devices,such as between ten to fifty, for example, where each energy storagedevice is a large massive body including several hundred individualcells combined together, and each amounting to several hundred pounds inweight.

A conventional non-hybrid locomotive 1200 is illustrated in FIG. 18, andincludes a pair of walkways 1202,1204 extending the length of thelocomotive and along respective opposing sides 1206,1208 of thelocomotive 1200. Additionally, a pair of I beams 1210,1212 areillustratively positioned beneath and between the respective pair ofwalkways 1202,1204. The I beams 1210,1212 typically support the wholelocomotive 1200 and the walkways 1202,1204, and further transmit forcethrough the locomotive 1200. The pair of I beams 1210,1212 assist informing an air duct 1213 between the pair of I beams 1210,1212 andextend the length of the locomotive 1200. However, the air duct 1213 maynot extend the entire length of the locomotive, and instead extend asignificant length of the locomotive. The air duct 1213 carrier thecooling air required to cool several pieces of equipment on thelocomotive, such as traction motors, for example. A plurality of airpipes 1214 are positioned beneath one of the walkways 1202, and each airpipe passes compressed air to a locomotive braking system or trainbraking system. Additionally, a plurality of electric cables 1216 arepositioned beneath the other walkway 1204 of the pair of walkways1202,1204, and each electric cable passes electric current to cablesextending along the train or within the locomotive, such as tractionmotor cables, for example.

Accordingly, it would be advantageous to provide a system to position aplurality of energy storage devices and its associated high/low voltageelectrical and fiber optic cables (herein after called hybrid cables) ona locomotive, in which the air pipes and electric cables arerepositioned to maximize the available space for the energy storagedevices and hybrid cables, and to segregate the regions for the airpipes/electric cables and the energy storage devices and hybrid cables,to account for their varying operating characteristics during normaloperation of the locomotive.

It will be advantageous to have the plurality of energy storage devicesor sets of the plurality of energy storage devices which areelectrically connected to be located in a contiguous space so as toprovide ease of connections, maintenance, diagnostics and also toprovide separation of high voltage connections, cooling systemconnections, etc. Such an available contiguous space for providing alarge number of heavy and large energy storage devices is limited. Itwill also be advantageous not to move other equipment for design ease,maintenance/familiarity. An example of one such possible space isunderneath the walkway.

BRIEF DESCRIPTION OF THE INVENTION

In one embodiment of the present invention, a system is provided tosegregate an energy storage system from at least one of at least one airpipe and at least one electric cable of a hybrid energy vehicle. Theenergy storage system includes at least one energy storage device and atleast one hybrid cable. The system includes a pair of first regionsproximately positioned below a respective pair of walkways extendingalong opposing sides of the vehicle, and a second region positionedbetween the pair of first regions. The energy storage system and atleast one of the at least one air pipe and at least one electric cableare respectively positioned within one of the pair of first regions andthe second region to segregate the energy storage system from at leastone of the at least one air pipe and at least one electric cable of thehybrid energy vehicle.

In one embodiment of the present invention, a system is provided tosegregate an energy storage system from at least one of at least one airpipe and at least one electric cable of a hybrid energy vehicle. Theenergy storage system includes at least one energy storage device and atleast one hybrid cable. The system includes a pair of first regionsproximately positioned below a respective pair of walkways extendingalong opposing sides of the vehicle, a pair of second regionsrespectively positioned within the pair of walkways. The energy storagesystem is positioned within the pair of first regions and at least oneof the at least one air pipe and at least one electric cable ispositioned within at least one second region of the pair of secondregions to segregate the energy storage system from at least one of theat least one air pipe and at least one electric cable of the hybridenergy vehicle.

In one embodiment of the present invention, a method is provided tosegregate an energy storage system from at least one of at least one airpipe and at least one electric cable of a hybrid energy vehicle. Theenergy storage system includes at least one energy storage device and atleast one hybrid cable. The method includes designating a pair of firstregions proximately positioned below a respective pair of walkways whichextend along opposing sides of the vehicle. The method subsequentlyincludes designating a second region positioned between the pair offirst regions. Additionally, the method includes segregating the energystorage system from at least one of the at least one air pipe and atleast one electric cable of the hybrid energy vehicle. The segregatingstep of the method includes respectively positioning the energy storagesystem and at least one of the at least one air pipe and at least oneelectric cable within one of the respective pair of first regions andthe respective second region.

In one embodiment of the present invention, a method is provided tosegregate an energy storage system from at least one of at least one airpipe and at least one electric cable of a hybrid energy vehicle. Theenergy storage system includes at least one energy storage device and atleast one hybrid cable. The method includes designating a pair of firstregions proximately positioned below a respective pair of walkways whichextend along opposing sides of the vehicle. The method subsequentlyincludes designating a pair of second regions respectively positionedwithin the pair of walkways. Additionally, the method includessegregating the energy storage system from at least one of the at leastone air pipe and at least one electric cable of the hybrid energyvehicle. The segregating step of the method includes positioning theenergy storage system within the pair of first regions and at least oneof the at least one air pipe and at least one electric cable within atleast one second region of the pair of second regions.

BRIEF DESCRIPTION OF THE DRAWINGS

A more particular description of the embodiments of the inventionbriefly described above will be rendered by reference to specificembodiments thereof that are illustrated in the appended drawings.Understanding that these drawings depict only typical embodiments of theinvention and are not therefore to be considered to be limiting of itsscope, the embodiments of the invention will be described and explainedwith additional specificity and detail through the use of theaccompanying drawings in which:

FIG. 1 is a cross-sectional plan view of an embodiment of a system forcooling an energy storage system of a hybrid electric vehicle;

FIG. 2 is a cross-sectional plan view of an embodiment of a system forcooling an energy storage system of a hybrid electric vehicle;

FIG. 3 is a flow chart illustrating an exemplary embodiment of a methodfor cooling an energy storage system of a hybrid electric vehicle;

FIG. 4 is a cross-sectional side view and cross-sectional end view of anembodiment of a system for cooling an energy storage system of a hybridelectric vehicle;

FIG. 5 is a cross-sectional side view and cross-sectional end view of anembodiment of a system for cooling an energy storage system of a hybridelectric vehicle;

FIG. 6 is a cross-sectional side view and cross-sectional end view of anembodiment of a system for cooling an energy storage system of a hybridelectric vehicle;

FIG. 7 is a cross-sectional side view and cross-sectional end view of anembodiment of a system for cooling an energy storage system of a hybridelectric vehicle;

FIG. 8 is a cross-sectional side view of an embodiment of a system forcooling an energy storage system of a hybrid electric vehicle;

FIG. 9 is a cross-sectional top view of an embodiment of a system forcooling an energy storage system of a hybrid electric vehicle;

FIG. 10 is an exemplary embodiment of a method for cooling an energystorage system of a hybrid electric vehicle;

FIG. 11 is an exemplary embodiment of a method for cooling an energystorage system of a hybrid electric vehicle;

FIG. 12 is a cross-sectional side view of an embodiment of a system forcooling an energy storage system of a hybrid electric vehicle;

FIG. 13 is a timing diagram illustrating an embodiment of a maximumtemperature and minimum temperature of a maximum energy storage deviceand minimum energy storage device of an embodiment of a cooling systemfor an energy storage system;

FIG. 14 is a timing diagram illustrating an embodiment of a maximumtemperature and minimum temperature of a maximum energy storage deviceand minimum energy storage device of an embodiment of a cooling systemfor an energy storage system;

FIG. 15 is a block diagram of an exemplary embodiment of an energystorage system;

FIG. 16 is an exemplary embodiment of a method for cooling an energystorage system of a hybrid electric vehicle;

FIG. 17 is an exemplary embodiment of a method for cooling an energystorage system of a hybrid electric vehicle;

FIG. 18 is a cross-sectional end-view of a conventional non-hybridenergy locomotive;

FIG. 19 is a cross-sectional end-view of an exemplary embodiment of asystem for segregating the energy storage system from each air pipe andelectric cable of a hybrid energy locomotive;

FIG. 20 is a cross-sectional end-view of an exemplary embodiment of asystem for segregating the energy storage system from each air pipe andelectric cable of a hybrid energy locomotive;

FIG. 21 is a perspective end-view of an exemplary embodiment of a systemfor segregating the energy storage system from each air pipe andelectric cable of a hybrid energy locomotive;

FIG. 22 is an exemplary embodiment of a method for segregating theenergy storage system from each air pipe and electric cable of a hybridenergy locomotive; and

FIG. 23 is an exemplary embodiment of a method for segregating theenergy storage system from each air pipe and electric cable of a hybridenergy locomotive.

DETAILED DESCRIPTION OF THE INVENTION

Though exemplary embodiments of the present invention are described withrespect to rail vehicles, specifically hybrid trains and locomotiveshaving diesel engines, the exemplary embodiments of the inventiondiscussed below are also applicable for other uses, such as but notlimited to hybrid diesel electric off-highway vehicles, marine vessels,and stationary units, each of which may use a diesel engine forpropulsion and an energy storage system with one or more energy storagedevices. Additionally, the embodiments of the present inventiondiscussed below are similarly applicable to hybrid vehicles, whetherthey are diesel-powered or non-diesel powered, including hybridlocomotives, hybrid off-highway vehicles, hybrid marine vehicles, andstationary applications. Yet further, the embodiments of the presentapplication are applicable to any battery applications, whether or notsuch applications are performed on the hybrid powered vehicles describedabove. For those embodiments which discuss the arrangement and placementof platforms, ducts and/or pipes/cables, such arrangements andplacements may be unique for hybrid energy locomotives as compared toother hybrid energy vehicles.

FIG. 1 illustrates one embodiment of a system 10 for cooling an energystorage system 12 of a hybrid diesel electric locomotive 14. The energystorage system 12 illustratively includes a plurality of energy storagedevices (i.e. batteries) 15 positioned below a platform 16 of thelocomotive 14. Although FIG. 1 illustrates the energy storage devices 15positioned below the platform 16, the energy storage devices 15 may bepositioned above or on the locomotive platform 16, such as for a tenderapplication, as appreciated by one of skill in the art, for example. Inan exemplary embodiment of the system 10, the platform 16 of thelocomotive 14 is positioned above the wheels of the locomotive and issubstantially aligned with the floor of the operator cabin for eachlocomotive, as appreciated by one of skill in the art. However, theplatform 16 may be aligned with other horizontal surfaces of thelocomotive 14 other than the operator cabin.

In the illustrated exemplary embodiment of FIG. 1, the system 10includes an air inlet 18 positioned on an outer surface 20 of thelocomotive 14 above the platform 16 at a location relatively free fromcontamination, including diesel fumes, hot air exhaust, etc. The airinlet 18 is an opening in the outer surface 20 of the locomotive 14adjacent to a radiator area 52 of the locomotive 14, with dimensionsbased upon the particular energy storage system 12 and the cooling airflow demand for each energy storage system. Although FIG. 1 illustratesthe air inlet 18 positioned in an opening of the outer surface 20adjacent to the radiator area 52, the air inlet 18 may be positioned inan opening of the outer surface 20 adjacent to any area of thelocomotive, above the platform 16. In an additional exemplaryembodiment, the air inlet 18 may be positioned at any location along theouter surface 20,21, above or below the locomotive platform 16, providedthat the incoming outside air into the inlet 18 contains a minimumamount of contaminants. By positioning the air inlet 18 along the outersurface 20 of the locomotive 14 above the platform 16, outside air drawninto the air inlet includes a substantially less amount of contaminantsrelative to outside air adjacent to an outer surface 21 of thelocomotive below the platform 16. Although FIG. 1 illustrates an airinlet 18 positioned on a roof portion 44 of the outer surface 20 of thelocomotive 14, the air inlet may be positioned at any location along theouter surface 20 of the locomotive 14 above the platform 16, includingat any location on the roof portion 44 or side portions 46 of the outersurface 20 above the platform 16. Additionally, although FIG. 1illustrates one air inlet 18 positioned in the outer surface 20 of thelocomotive 14 above the platform 16, more than one air inlet 18 may bepositioned in the outer surface 20 of the locomotive 14.

As further illustrated in the exemplary embodiment of FIG. 1, filteringmedia 32 are positioned at a filtering location 34 adjacent to the airinlet 18 within an air inlet duct 22. The filtering media 32 assist inremoving contaminants from the outside air drawn into the air inlet 18before it enters the air inlet duct 22. Although FIG. 1 illustrates avariety of filtering media 32, including more than one filtering layers,such as a screen 38, a spin filter 40 and a paper filter 42, any type offiltering media may be utilized. Additionally, since the exemplaryembodiment of the system 10 features placement of the air inlet 18 alongthe outer surface 20 of the locomotive above the locomotive platform 16,the amount of contaminants in the incoming outside air through the airinlet is relatively low, thereby minimizing the need for excessivefiltering, and/or extending the life of filter and battery components.Screen filters 38 may be placed as a first filtering layer encounteredby incoming outside air to remove large objects, such as leaves andpaper, for example. Spin filters 40 may be placed as a second filteringlayer for the incoming outside air to separate matter based upon densityusing an air spinning centrifuge device, for example. Additionally,paper filters 42 may be utilized as an additional filtering layer tocollect additional particles from the outside air during the filteringprocess, for example. Since the exemplary embodiment of the system 10features a single filtering location 34 for all filtering media 32,regular maintenance including regular replacement and/or cleaning ofeach filtering media may be conveniently accomplished at the singlefiltering location, as oppose to at multiple filtering locations.

As further illustrated in the exemplary embodiment of FIG. 1, the system10 includes the air inlet duct 22 and an air duct 24 in flowcommunication with the air inlet 18. The filtering media 32 is disposedbetween the air inlet duct 22 and the air inlet 18. The air duct 24 iscoupled to the air inlet duct 22 through a blower 26 and motor 28(discussed below) and a damper control device 58 (discussed below).Although FIG. 1 illustrates a blower 26 and respective motor 28, eachblower 26 may be directed driven by a mechanical source, or each blower26 may be driven by a second blower which in turn may be driven by amechanical source. While the air inlet duct 22 is illustrativelypositioned above the locomotive platform 16, the air duct 24 isillustratively positioned below the locomotive platform 16. However, theair inlet duct and air duct are not limited to being respectivelypositioned above and below the locomotive platform. Additionally,although FIG. 1 illustrates one air inlet duct and one air duct, morethan one air inlet may be positioned along the outer surface, for whichmore than one respective air inlet duct and air duct may be utilized.

The air duct 24 illustrated in the exemplary embodiment of FIG. 1 passesalong the length of the locomotive 14, and is in flow communication witheach energy storage device 15 below the locomotive platform 16. AlthoughFIG. 1 illustrates four energy storage devices positioned on oppositesides of the air duct, any number of energy devices may be in flowcommunication with the air duct, including on opposing sides of the airduct or on one side of the air duct, for example. Additionally, althoughFIG. 1 illustrates one air duct positioned below the locomotive platform16, more than one air duct may be positioned below the platform, andthus more than one set of energy storage devices may be respectively inflow communication with each respective air duct.

As further illustrated in the exemplary embodiment of FIG. 1, the system10 includes a blower 26 powered by a motor 28 positioned within the airinlet duct 22. During operation, upon supplying power to the motor 28and activating the blower 26, the blower draws outside air from abovethe locomotive platform 16 into the air inlet 18, through the filteringmedia 32 at the single filtering location 34 and through the air inletduct 22 and the air duct 24. The blower 26 subsequently passes theoutside air over or through each energy storage device 15 and into acommon vented area 30 of the locomotive 14. In the illustrated exemplaryembodiment of FIG. 1, the common vented area 30 is an engine compartmentarea, which receives a substantial amount of heat from the locomotiveengine, as appreciated by one of skill in the art. The blower 26 forcesthe outside air through a duct coupling 53 to pass the outside air overor through each energy storage device 15 and further draws the outsideair through a respective vent coupling 54 to the engine compartment 30.The engine compartment 30 includes one or more pre-existing vents (notshown) along the outer surface of the locomotive 14, to exhaust theoutside air outside the locomotive upon entering the engine compartment.Although FIG. 1 illustrates one blower and a respective motor, more thanone blower and respective motor may be utilized within each air duct, oralternatively one blower and respective motor may be positioned withineach of a plurality of air ducts, as discussed above. As illustrated inthe exemplary embodiment of FIG. 1, a secondary duct 57 isillustratively coupled between the air duct 24 and each vent coupling 54between each energy storage device 15 and the engine compartment area30. The secondary duct 57 is provided to pass cooler outside air fromthe air duct 24 into each vent coupling 54, to blend the cooler outsideair with hotter outside air having passed over or through each energystorage device 15 and into each vent coupling 54. Within each ventcoupling 54, the cooler outside air from each air duct 24 blends withthe hotter cooler air having passed over or through each energy storagedevice 15, thereby reducing the temperature of the outside air passed tothe engine compartment area 30. Additionally, in an exemplaryembodiment, a secondary duct 57 may be positioned to blend cooleroutside air from the air duct 24 with a respective vent external to thelocomotive (not shown). In the exemplary embodiment of utilizing thesecondary duct, a greater amount of cooler outside air may be blendedwith the hotter outside air having passed over or through each energystorage device when the outside air is exhausted outside of thelocomotive, as the outside air has a greater likelihood to come intohuman contact, thus presenting a safety issue if the temperature of theexhausted outside air is at an unacceptably high level.

As illustrated in the exemplary embodiment of FIG. 1, the system 10includes a power source 56 to supply power to the blower 26 and motor28. In the exemplary embodiment, the power source 56 is an auxiliarypower source to supply power to the blower 26 and motor 26 to draw theoutside air into the air inlet 18, through the filtering media 32,through the air inlet duct 22 and the air duct 24, to pass the outsideair over or through each energy storage device 15 and into the commonvented area 30 of the locomotive 14. In an exemplary embodiment, theblower 26 is operated continuously to avoid non-rotation of the blowermotor for an extended period of time during operation of the locomotive14 to prevent failure of a motor bearing of the blower 26 due tomechanical vibrations during the operation of the locomotive 14.

In addition to the power source 56, a damper control device 58 may bepositioned within the air inlet duct 22 to selectively shut off thesupply of outside air to the blower 26. The damper control device 58 maybe controlled by a locomotive controller 62, and is switchable betweenan open (outside air supply flows to the blower 26) and closed (outsideair supply is shut off to the blower 26) position. The locomotivecontroller 62 is illustratively coupled to the damper control device 58,and switches the damper control device between the open and closedposition based upon the temperature of each energy storage device 15,which the locomotive controller reads from a respective temperaturesensor 64, such as a thermometer, for example, of each energy storagedevice also coupled to the locomotive controller. Additionally, thelocomotive controller 62 may switch the damper control device to anintermediate position between the open and closed position, to controlthe supply of outside air flowing to the blower 26. To maximize theefficiency of the system 10, the locomotive controller 62 may switch thedamper control device 58 to the closed position, such that the blowercontinues to rotate (assuming the motor is receiving power) but nooutside air is supplied to the blower, thereby minimizing any work doneby the blower. In an exemplary embodiment, the operating temperaturerange of the energy storage device may be between 270-330 degreesCelsius, for example, however the locomotive controller may turn thedamper control device to the closed position upon reading a minimumtemperature of 270 degrees Celsius from each of the energy storagedevices, and shut off the supply of outside air to the blower, therebyshutting off the cooling system, for example. The exemplary temperaturerange of 270-330 degrees Celsius is merely an example, and energystorage devices operate at varying temperature ranges. Additionally, thelocomotive controller may turn the damper control device to the openposition upon reading a maximum temperature of 300 degrees Celsius fromeach of the energy storage devices, and reopen the supply of outside airto the blower to recommence the cooling system, for example. AlthoughFIG. 1 illustrates one power source and damper control device, more thanone power source and more than one damper control device may beutilized. Although the illustrated power source 56 is an auxiliary powersource, the motor 28 may be powered by a locomotive engine power source.The locomotive controller 62 is included in the illustrated exemplaryembodiment of the system 10 to monitor a temperature sensor 64 coupledto each energy storage device 15. In addition to selectively operatingthe damper control system, the locomotive controller 62 may selectivelyoperate a continuous speed blower, a multiple speed blower of the speedof the power source 56, a variable speed blower/direct driven blower ora switchable blower. The locomotive controller 62 may selectivelyoperate each blower based upon comparing a monitored temperature fromthe temperature sensor 64 of each energy storage device 15 with arespective predetermined temperature threshold of each energy storagedevice 15 stored in the locomotive controller memory.

The blower 26 may be a continuous speed blower, a multiple speed blowerof the speed of the power source 56, or a switchable blower including aswitch to turn the blower on and off. For example, the multiple speedblower may operate at multiple speeds (i.e. ½, ¼, ⅛, etc) of the speedof the power source to the blower, or a variable speed drive like aninverted driven motor.

FIG. 2 illustrates another embodiment of a system 10′ for cooling anenergy storage system 12′. The system 10′ includes an air inlet duct 22′and air duct 24′ in flow communication to the air inlet 18′. Asillustrated in the exemplary embodiment of FIG. 2, the system 10′includes a power source 56′ to controllably operate the blower 26′ andmotor 28′. In the exemplary embodiment, the power source 56′ includes anauxiliary power source to controllably operate the blower 26′ and motor28′ to draw the outside air into the air inlet 18′, through thefiltering media 32′ and through the air inlet duct 22′ and the air duct24′. Upon passing through the air duct 24′, the outside air passesthrough a respective damper control device 58′ positioned within theduct coupling 53′ from the air duct 24′ to each energy storage device15′. Each damper control device 58′ is positioned within the ductcoupling 53′ adjacent to each energy storage device 15′ to selectivelyshut off the supply of outside air to each energy storage device. Eachdamper control device 58′ is controlled by the locomotive controller 62′to selectively shut off the supply of outside air over or through eachenergy storage device 15′, through a respective vent coupling 54′ andinto a common vented area 30′, such as the engine compartment, forexample. Each damper control device 58′ is switchable by the locomotivecontroller 62′ between an open (outside air supply flows to each energystorage device 15′) and closed (outside air supply is shut off to eachenergy storage device 15′) position. Additionally, the controller 62′may switch the damper control device 58′ to an intermediate positionbetween the open and closed positions, to selectively control the supplyof outside air provided to each energy storage device 15′. Thelocomotive controller 62′ is illustratively coupled to each dampercontrol device 58′, and switches the damper control device between theopen and closed position based upon the temperature of each energystorage device 15′, which is read from a respective temperature sensor64′ of each energy storage device that is also coupled to the locomotivecontroller. In an exemplary embodiment, the operating temperature rangeof the energy storage device may be 270-330 degrees Celsius, however thelocomotive controller may turn the damper control device to the closedposition upon reading a minimum temperature of 270 degrees Celsius fromeach of the energy storage devices, and shut off the supply of outsideair to the energy storage device. The example of a temperature range of270-330 degrees Celsius is merely exemplary and energy storage devicesmay operate at varying temperature ranges. Additionally, the locomotivecontroller may turn the damper control device to the open position uponreading a minimum temperature of 300 degrees Celsius from each of theenergy storage devices, and reopen the supply of outside air to eachenergy storage device. Although FIG. 2 illustrates one power source andone damper control device for each energy storage device, more than onepower source and more than one damper control device for each energystorage device may be utilized. Although the illustrated power source56′ is an auxiliary power source, the motor 28′ may be powered by alocomotive engine power source. Those other elements of the system 10′not discussed herein, are similar to those elements of the previousembodiments discussed above, without prime notation, and require nofurther discussion herein.

FIG. 3 illustrates an exemplary embodiment of a method 100 for coolingan energy storage system 12 of a hybrid diesel electric locomotive 14.The energy storage system 12 includes a plurality of energy storagedevices 15 positioned below a platform 16 of the locomotive 14. Theenergy storage devices 15 may be similarly positioned above the platform16 of the locomotive or other vehicles 14. The method 100 begins (block101) by positioning (block 102) an air inlet on the outer surface of thevehicle above the platform. More particularly, the method includescommunicating (block 104) an air duct to the air inlet and each energystorage device. Additionally, the method includes positioning (block106) a blower powered by a motor within the air duct. The method furtherincludes drawing (block 108) outside air into the air inlet and throughthe air duct, followed by passing (block 110) the outside air over orthrough each energy storage device and into a common vented area of thevehicle, before ending at block 111.

The method may further include providing filtering media 32 at afiltering location 34 adjacent to the air inlet 18 within an air inletduct 22 in flow communication to the air duct 24, where the filteringmedia 32 may include a filtering screen 38, a spin filter 40, a paperfilter 42, and any other type of filtering media known to one of skillin the art. Additionally, the method may further include removingcontaminants from the outside air before entering the air inlet duct 18.The method may further include positioning a damper control device 58within the air inlet duct 22 to selectively shut off the supply ofoutside air to each energy storage device 15.

FIG. 4 illustrates an additional embodiment of a system 310 for coolingan energy storage system 312, where the energy storage system 312includes one or more energy storage devices 315. Although FIG. 4illustrates one energy storage device, the system 310 may be utilizedwith a plurality of energy storage devices 315, as illustrated in FIG.5.

The system 310 illustratively includes an inner casing 320 configured toencapsulate an inner core 322 of the energy storage device 315 of theenergy storage system 312. The inner core 322 of the energy storagedevice 315 includes all components of the energy storage device, withthe cooling air ducts, inlets and outlets removed. The inner casing 320forms an air-tight containment around the inner core 322 of the energystorage device 315, and may be a heavy-duty box, for example. However,the inner casing 320 is not completely contained, as various components,such as temperature sensors, and other components of the inner core 322penetrate the inner casing 320. All of the inner core 322 components ofthe energy storage device, including the internal electronics of theenergy storage device 315, are contained within the inner casing 320.The system 310 further illustratively includes an outer layer 324configured to surround the inner casing 320. The outer layer 324 may bean insulative layer made from an insulation material, such as WDS, forexample. A pair of mounting brackets 323 pass through the outer layer324, and are coupled to the inner casing 320 adjacent to opposing endsurfaces 333,334 of the inner core, to spatially suspend the innercasing 320 within the outer layer 324. FIG. 5 illustrates an innercasing 320 configured to encapsulate two inner cores 322 of two energystorage devices 315, and the outer layer 324 configured to surround theinner casing 320.

In between the outer layer 324 and the inner casing 320 is an innerspace 326 which is configured to receive cooling fluid 328 through aninlet 318 in the outer layer 324. As illustrated in the end-view of FIG.4, the inner space 326 surrounds the inner casing 320, which isattributed to the spacing of the outer layer 324 around the inner casing320, although the outer layer 324 may have varying spacing from theinner casing 320. Additionally, FIG. 4 illustrates an outlet 336 in theouter layer 324, which is positioned adjacent to the inlet 318, howeverthe outlet 336 may be positioned at a location along the outer layer324. Although FIG. 4 illustrates one inlet and one outlet in the outerlayer, more than one inlet and/or outlet may be positioned within theouter layer 324.

As illustrated in FIG. 4, the inner casing 320 is a rectangular-shapedcasing with six external surfaces 329,330,331,332,333,334, includingfour side surfaces 329,330,331,332 and two end surfaces 333,334.Although the inner casing illustrated in FIG. 4 is a rectangular-shapedcasing, the inner casing may take any shape, provided that outside airremains contained off from entering the interior of the inner coreduring convection of the outside air along the external surfaces of theinner casing 320.

As illustrated in the exemplary embodiment of FIG. 6, the inner casing320 further includes an inner insulative layer 337 along a bottomexternal surface 332 of the inner casing. The inner insulative layer 337is configured to control convection of the cooling fluid 328 along thebottom external surface 332 within the inner space 326. In the exemplaryembodiment of FIG. 6, the bottom external surface 332 may be in moreintimate contact with the inner cells of the energy storage deviceproximate to the bottom external surface 332, and thus the heat transferproperties of the bottom external surface 332 may be greater than theother external surfaces, resulting in an imbalance of convection of thebottom external surface with outside air within the inner space 326, ascompared to the other external surfaces. Accordingly, by positioning theinner insulative layer 337 along the bottom external surface 332, theconvection of outside air along each external surface of the innercasing 320 may be balanced out. As illustrated in the additionalexemplary embodiment of FIG. 7, inner insulative layers 337 may bepositioned along three (i.e. more than one) external surfaces329,330,331 of the inner casing 320, also to balance the convection ofcooling fluid 328 within the inner space 326 among the externalsurfaces. Although FIGS. 6 and 7 illustrate inner insulative layers 337of constant thickness between external surfaces and along each externalsurface, the inner insulative layer may have a varying thickness amongexternal surfaces and/or a varying thickness along a single externalsurface, in order to stabilize the respective convection of coolingfluid along each respective external surface.

As illustrated in FIG. 4, a controllable outlet 341 is positioned withinthe outer layer 324. The controllable outlet 341 illustratively is amovable gate and is configured to selectively open and close the outlet336 to control a flow of cooling fluid 328 within the inner space 326.Although FIGS. 4, 6-7 illustrate a movable gate, the controllable outletmay take several different forms which selectively open and close theoutlet. Additionally, a controller 342 is coupled to the controllableoutlet 341 and includes a stored maximum temperature threshold andminimum temperature threshold in a memory 344. The maximum and minimumtemperature threshold are the maximum and minimum temperature thresholdsrepresent the maximum and minimum temperatures for which the coolingsystem respectively turns on and off. However, the system does notrequire any such maximum and minimum temperature thresholds. Thecontroller 342 is configured to monitor the temperature of the innercore 322. The controller 342 is configured to close the controllableoutlet 341 (i.e. close the movable gate) to cease the flow of coolingfluid 328 within the inner space 326 upon determining that thetemperature of the inner core 322 is less than the minimum temperaturethreshold stored in the memory 344. In the event that the controller 342closes the controllable outlet 341 and shuts off the flow of coolingfluid 328, the outer insulative layer 324 serves to insulate the coolingfluid 328 within the inner space 326, and thus stabilizes thetemperature of the cooling fluid 328 and the inner core 322 of theenergy storage device 315 to achieve a thermal equilibrium. If the outerinsulative layer 324 did not stabilize the temperature of the coolingfluid 328 with the temperature of the inner core 322, the inner core 322would constantly lose heat energy from constantly heating up the coolingfluid 328, and would eventually require an unintended heating cycle. Thecontroller 342 is configured to open the controllable outlet 341, andinitiate a flow of cooling fluid 328 within the inner space 326, uponthe controller 342 determining that the temperature of the inner core322 is greater than the maximum temperature threshold stored in thememory 344. In an exemplary embodiment, the controllable inlet 318 andcontrollable outlet 341 may be a movable gate which may selectively openand closed by the controller 342 to control the flow of cooling fluid328 into the inner space 326, for example. Upon the controller 342initiating a flow of cooling fluid 328 within the inner space 326, eachexternal surface 329,330,331,332,333,334 of the inner casing 320 isconfigured to engage in convection with the cooling fluid 328 receivedthrough the inlet 318. In an exemplary embodiment of the system 310, theflow of cooling fluid 328 into the inlet 318 is based upon the motion ofthe locomotive, and thus the cooling fluid 328 enters the inner space326 when the inlet 318 is open and the locomotive is in motion. A scoopdevice (not shown) may be attached external to the inlet 318 to assistin directed outside air into the inner space 326 during motion of thelocomotive. However, the flow of cooling fluid 328 may be independent ofthe motion of the locomotive, and instead be assisted by a blowerpowered by a motor and positioned adjacent to the each inlet, forexample.

FIG. 8 illustrates an additional embodiment of a system 410 for coolingan energy storage system 412 of a hybrid diesel electric locomotive. Theenergy storage system 412 includes one or more energy storage devices415. Although FIG. 8 illustrates one energy storage device 415, thesystem 410 may be utilized with a plurality of energy storage devices415. The system 410 illustratively includes an inner casing 420configured to encapsulate an inner core 422 of an energy storage device415 of the energy storage system 412. The inner core 422 of the energystorage device 415 includes all components of the energy storage device,with the cooling air ducts, inlets and outlets removed. The inner casing420 forms an air-tight containment around the inner core 422 of theenergy storage device 415. All of the inner core 422 components of theenergy storage device, including internal electronics, are containedwithin the inner casing 420. However, as discussed above with the innercasing 320, various components such as temperature sensors of the innercore 422 do penetrate the inner casing 420, thereby not completelysealing the inner core 422.

Additionally, the system 410 includes a heat transfer surface 446configured to thermally engage the bottom external surface 432 of theinner casing 420. The heat transfer surface 446 is illustrativelypositioned within the inner casing 420 and adjacent to the bottomexternal surface 432. The heat transfer surface 446 is configured toextract heat energy from within the inner core 422 to the heat transfersurface 446, for subsequent transfer of the extracted heat energy tocooling fluid during convection (discussed below). Although FIG. 8illustrates the heat transfer surface 446 positioned within the innercasing 420 and along the bottom external surface 432 of the inner casing420, the heat transfer surface may be positioned external to the innercasing and along the bottom external surface of the inner casing 420.Additionally, although FIG. 8 illustrates the heat transfer surfacepositioned along the bottom external surface of the inner casing, theheat transfer surface may be positioned along any external surface ofthe inner casing, or more than one external surface of the inner casing,provided that certain parameters are met related to the positioning ofthe inlet and the outlet of the cooling system, as described below. Theheat transfer surface 446 may be one of a conducting material and a heatsink material, for example, or any material capable of extracting heatenergy from the interior of the inner core for subsequent convectionwith cooling fluid, as described below. Additionally, a heat transferliquid may be utilized in place of the heat transfer surface 446 withinthe inner casing 420 and within the inner core 422, to promote heattransfer to an external surface, such as the bottom external surface432, for example.

As further illustrated in FIG. 8, an outer layer 424 is configured tosurround each inner casing 420. The outer layer 424 may be an insulativelayer made from an insulation material, such as WDS and/or VAC, forexample. An inlet 418 is illustratively positioned within the outerlayer 424 and is configured to receive cooling fluid 428 within an airduct 447. The air duct 447 is configured to facilitate convection of thecooling fluid 428 with the heat transfer surface 446 adjacent to thebottom external surface 432. Since the heat transfer surface 446 hasextracted the heat energy from within the inner core 422, the heattransfer surface heats up while the interior of the inner core 422 coolsdown. The cooling fluid 428 thermally engages the heat transfer surface446 during motion of the locomotive, as the motion of the locomotiveforces the cooling fluid into the inlet 418. Subsequent to the coolingfluid 428 undergoing convection with the heat transfer surface 446, thecooling fluid 428 passes through an outlet 436 positioned above theinlet 418. Since the outlet 436 is positioned above the inlet 418, thenatural convection (i.e. chimney effect) of the cooling fluid 428 isfacilitated. Accordingly, if the heat transfer surface 446 wasrepositioned to an alternate external surface of the inner casing 420,the outlet may need to be repositioned, based on the repositioning ofthe air duct and the inlet, to ensure that the height difference of theoutlet above the inlet is maintained. Although FIG. 8 illustrates oneinlet and one outlet within the outer layer 424, more than one inlet,outlet and air duct may be utilized.

FIG. 8 illustrates a controllable inlet 419 positioned in the outerlayer 424 and configured to selectively open and close the inlet 418 tocontrol a flow of cooling fluid 428 within the air duct 447. Acontroller 442 is illustratively coupled to the controllable inlet 419with a stored minimum and maximum temperature threshold in a memory 444.The maximum and minimum temperature threshold are the maximum andminimum temperature thresholds represent the maximum and minimumtemperatures for which the cooling system respectively turns on and off.However, the system 410 does not require any such maximum and minimumtemperature thresholds to operate. The controller 442 is configured tomonitor a temperature of the inner core 422. FIG. 8 further illustratesa controllable outlet 437 in the outer layer 424 positioned above thecontrollable inlet 419 and configured to selectively open and close withthe controllable inlet 419. In an exemplary embodiment, the controllableinlet and controllable outlet may be a movable gate which may beselectively open and closed by the controller to control the flow ofcooling fluid into the inner space, for example, but other mechanisms toselectively open and close the respective inlets and outlets may beutilized. The controller 442 is configured to close the inlet 418, andcease the flow of cooling fluid 428 within the air duct 447 upon thecontroller 442 determining that the inner core 422 temperature is lessthan the minimum temperature threshold.

In the event that the controller ceases the flow of cooling fluid 428within the air duct 447, the outer insulative layer 424 is configured toinsulate the cooling fluid 428 with the air duct 447 and thus stabilizethe temperature of the cooling fluid 428 and the inner core 422 of theenergy storage device 415 to achieve a thermal equilibrium. Thecontroller 442 is configured to open the inlet 418, and initiate a flowof cooling fluid 428 within the air duct 447 upon the controller 442determining that the inner core 422 temperature is greater than themaximum temperature threshold.

FIG. 10 illustrates an exemplary embodiment of a method 500 for coolingan energy storage system 312 of a hybrid diesel electric vehicle, wherethe energy storage system 312 includes one or more energy storagedevices 315. The method 500 begins (block 501) by encapsulating (block502) an inner core 322 of an energy storage device 315 with an innercasing 320, followed by surrounding (block 504) the inner casing 320with an outer layer 324. The method further includes receiving (block506) cooling fluid through an inlet 318 in the outer layer 324 and intoan inner space 326 positioned between the inner casing 320 and the outerlayer 324.

FIG. 11 illustrates an exemplary embodiment of a method 600 for coolingan energy storage system 412 of a hybrid diesel electric vehicle, wherethe energy storage system 412 includes one or more energy storagedevices 415. The method 600 begins (block 601) by encapsulating (block602) an inner core 422 of an energy storage device 415 with an innercasing 420. The method 600 further includes thermally engaging (block604) an external surface 432 of the inner casing 420 with a heattransfer surface 446. The method 600 further includes surrounding (block606) the inner casing 420 with an outer layer 424, and receiving (block608) cooling fluid 428 through an inlet 418 within the outer layer 424and into an air duct 447. The method further includes facilitatingconvection (block 610) of the cooling fluid 428 adjacent to the heattransfer surface 446 and through an outlet 436 positioned above theinlet 418.

FIG. 12 illustrates an embodiment of a system 710 for cooling an energystorage system 712 of a hybrid diesel electric locomotive 714. Theenergy storage system 712 illustratively includes a plurality of energystorage devices 715, including a maximum energy storage device 717having a maximum temperature 721 and a minimum energy storage device 719having a minimum temperature 723 among the energy storage devices.Although FIG. 12 illustrates the energy storage devices 715 positionedbelow a locomotive platform 716, the energy storage devices 715 may bepositioned on or above the locomotive platform 716. The exemplaryembodiment of the system 710 illustrated in FIG. 12 further includes anair duct 724 in flow communication with an air inlet 718 and each energystorage device 715. The air inlet 718 is in the exemplary embodiment ofFIG. 12 is positioned along the outer surface 720 of the locomotive 714and above the locomotive platform 716, but may be positioned at anylocation along the outer surface, either above or below the locomotiveplatform 716. Additionally, the system 710 includes a blower 726positioned within the air duct 724 to draw outside air into the airinlet 718 and through the air duct 724 to pass the outside air over orthrough each energy storage device 715. Those other elements of thesystem 710, illustrated in FIG. 12 and not discussed herein, are similarto those elements discussed above, with 700 notation, and require nofurther discussion herein.

Additionally, as illustrated in the exemplary embodiment of FIG. 12, thesystem 710 further includes a controller 762 coupled with each energystorage device 715. The controller 762 may be coupled to a respectivetemperature sensor 764 of each energy storage device 715. The controller762 is configured to increase the temperature of each energy storagedevice 715 whose temperature is below the maximum temperature 721reduced by a predetermined threshold stored in a memory 763 of thecontroller 762. For example, if the maximum energy storage device 717has a maximum temperature 721 of 300 degrees Celsius, and the storedpredetermined threshold in the memory 763 of the controller 762 is 15degrees Celsius, the controller 762 proceeds to increase the temperatureof each energy storage device 715 having a temperature less than 285degrees Celsius, using one a variety of heat sources, as describedbelow. However, the exemplary embodiment of a maximum energy storagedevice 717 with a maximum temperature of 300 degrees Celsius is merelyan example and the maximum energy storage device 717 may have anymaximum temperature 721 value. The controller 762 illustrated in theexemplary embodiment of FIG. 12 is configured to monitor the temperatureof each energy storage device 715, such that the controller activatesthe blower 726 when the temperature of an energy storage device 715exceeds the maximum temperature threshold. Additionally, the controllerdeactivates the blower 726 when the temperature of an energy storagedevice 715 falls below the minimum temperature threshold.

Although FIG. 12 illustrates one air duct communicatively coupled to oneair inlet, one blower positioned within the air duct, and one controllercoupled to each energy storage device, more than one air duct may becommunicatively coupled to a respective inlet, more than one blower maybe respectively positioned within each air duct, and more than onecontroller may be coupled to each energy storage device.

FIG. 13 illustrates an exemplary timing diagram of the maximumtemperature 721 and minimum temperature 723 of the respective maximumenergy storage device 717 and minimum energy storage device 719 of theenergy storage system 712. As illustrated in the exemplary timingdiagram of FIG. 13, at approximately t=150, the controller 762 proceedsto increase the temperature of the minimum storage device 719, asindicated by the on/off heating waveform 727 of the controller,representative of a signal from the controller 762 to a heat device 756of the minimum energy storage device 719, to heat the minimum energystorage device, as discussed below. In the exemplary embodiment of FIG.13, the controller 762 is configured to increase the temperature of theminimum energy storage device 719 having the minimum temperature 723,since the minimum temperature 723 at t=150 is less than the maximumtemperature 721 reduced by a predetermined threshold stored in thememory 763, such as 10 degrees, for example. The controller 762 isconfigured to increase the temperature of the minimum energy storagedevice 719 (and any energy storage device 715 which meets the propercriteria) to within a predetermined range, such as 5 degrees Celsius,for example, of the maximum temperature 721. In the exemplary embodimentof FIG. 13, the controller 762 increases the temperature of the minimumenergy storage device 719 periodically until approximately t=310, whenthe minimum temperature 723 is within a predetermined range, such as 5degrees Celsius, for example, of the maximum temperature 721. Thecontroller 762 may manually increase the temperature of each energystorage device 715 which meets the above criteria, based on manuallyassessing the temperature difference between the temperature of eachenergy storage device and the maximum temperature 721 with thetemperature threshold at each time increment. As illustrated in FIG. 13,if the controller 762 were not to increase the temperature of theminimum energy storage device 719, the minimum temperature 723 curvewould instead have taken the alternative minimum temperature 725 curveillustrated in FIG. 13, and the operating range of the energy storagesystem, measured by the temperature difference between the maximumtemperature 721 and the minimum temperature 725 would be noticeablygreater than the reduced operating range of the temperature differencebetween the maximum temperature 721 and the minimum temperature 723. Inthe exemplary timing diagram of FIG. 13, the time rate of change of themaximum temperature 721 and minimum temperature 723 is dependent on theblower speed 726, an energy load on each energy storage device 715 andan ambient temperature of each energy storage device 715.

As discussed above, when the controller 762 increases the temperature ofan energy storage device, the controller 762 is configured to activate aheat device 756, such as a heating circuit, for example, of each energystorage device 715. The controller 762 supplies heat energy from thetraction motors of the locomotive 714 to each heat device 756 during adynamic braking mode of the locomotive. However, in an exemplaryembodiment, the controller 762 may be configured to activate the heatdevice 756, such as a heating circuit, for example, of each energystorage device 715, with heat energy supplied from a locomotive engineduring a motoring mode or idle mode of the locomotive, for example.

Within the memory 763 of the controller 762, the identity of particularenergy storage devices 715 having a history of consistently lowertemperatures relative to the other energy storage devices may be stored.During operation of the system 710, the controller 762 may be configuredto increase the temperature of those previously identified energystorage devices 715 stored in the memory 763 with a previous history oflow temperature, from below the maximum temperature 721 reduced by thepredetermined threshold to greater than the maximum temperature 721increased by a predetermined range. Thus, the controller 762 isconfigured to overcorrect for those energy storage devices 715 having aprevious history of lower temperature by heating those energy storagedevices 715 beyond the maximum temperature 721 in anticipation thattheir temperature will fall lower than expected. The controller 762 isconfigured to increase the temperature of the energy storage devices 715identified with a previous history of low temperature during a dynamicbraking mode with heat energy supplied from the traction motors, but mayincrease their temperature during a motoring mode or idle mode with heatenergy supplied from the locomotive engine.

The controller 762 is configured to preheat the temperature of eachenergy storage device 715 with a temperature lower than the maximumtemperature 721 reduced by the predetermined threshold to within apredetermined range of the maximum temperature. For example, thecontroller 762 may preheat the temperature of an energy storage device715 from a temperature of 280 degrees Celsius, lower than the maximumtemperature of 330 degrees Celsius reduced by a predetermined thresholdof 10 degrees Celsius, to 325 degrees Celsius, or to within apredetermined range of 5 degrees of the maximum temperature of 330degrees. The controller 762 is configured to preheat each energy storagedevice 715 during a dynamic braking mode and prior to the termination ofa dynamic braking mode of the locomotive.

In addition to preheating an energy storage device, as discussed above,the controller 762 may be additionally configured to precool thetemperature of each energy storage device 715 from a temperature abovethe minimum temperature 723 raised by the predetermined threshold towithin a predetermined range of the minimum temperature. For example,the controller 762 may precool an energy storage device from atemperature of 320 degrees Celsius, since this temperature is above aminimum temperature of 270 degrees Celsius raised by a predeterminedthreshold of 10 degrees Celsius, and the controller 762 may precool theenergy storage device to 275 degrees Celsius, or to within apredetermined range of 5 degrees Celsius of the minimum temperature of270 degrees Celsius. The controller 762 may be configured to precooleach energy storage device 715 prior to an encountering an upcominganticipated dynamic braking mode, since an upcoming opportunity to heatthe energy storage devices is imminent.

Each energy storage device 715 has a state of charge, and the controller762 is configured to increase the temperature of each energy storagedevice 715 using heat energy provided from the traction motors of thelocomotive 714 during a dynamic braking mode when the state of charge isbelow a predetermined charge threshold. Additionally, the controller 762is configured to increase the temperature of each energy storage device715 using heat energy provided from a heat device 756 of each energystorage device 715 when the state of charge is above the predeterminedcharge threshold.

FIG. 14 illustrates an additional embodiment of the system 710, in whichthe controller 762 is configured to disconnect each energy storagedevice 715 from the energy storage system 712 having a temperature abovethe maximum temperature 721 lowered by the predetermined threshold. Upondisconnecting each of the energy storage devices 715 which meet theabove criteria, the controller 762 is configured to increase thetemperature of each energy storage device 715 with a temperature lowerthan the maximum temperature 721 reduced by the predetermined threshold.In an exemplary embodiment, if the maximum temperature is 300 degreesCelsius, the minimum temperature is 270 degrees Celsius, and thepredetermined threshold is 10 degrees Celsius, the controller 762 isconfigured to disconnect each energy storage device 715 with atemperature above 290 degrees Celsius and is further configured toincrease the temperature of each energy storage device 715 with atemperature lower than 290 degrees Celsius. In an additional exemplaryembodiment, the controller may be configured to disconnect the maximumenergy storage device 717 and increase the temperature of the minimumenergy storage device 719. The controller 762 is configured todisconnect each energy storage device 715 with the previously discussedcriteria and increase each energy storage device 715 with the previouslydiscussed criteria during a low power demand on each energy storagedevice. The low power demand on each energy storage device 715 may takeplace during a dynamic brake mode of the locomotive 714 For example, ifthe locomotive 714 demands 400 HP in secondary energy from 40 energystorage devices, thus amounting to 10 HP per energy storage device, ifthe controller 762 disconnects 20 energy storage devices with thehottest temperatures, the remaining 20 energy storages devices willnecessarily take on twice their previous load, or 20 HP each, therebyincreasing their respective temperature. Accordingly, the controller 762is configured to increase the temperature of each energy storage device715 meeting the above criteria by increasing the power demand on eachenergy storage device 715. However, the controller 762 may increase thetemperature of the energy storage devices from the energy storage systemusing methods other than increasing the respective loads of each energystorage device. During a dynamic braking mode, the heat energy may besupplied from the traction motors, which is then supplied to therespective heating devices 756 of each energy storage device 715.Alternatively, the low power demand on each energy storage device 715may take place during a motoring mode or idle mode, in which case theheat energy supplied to each respective heating device 756 may come fromthe locomotive engine.

As illustrated in the exemplary timing diagram of FIG. 14, thecontroller 762 disconnects the maximum energy storage device 717 fromthe energy storage system 712 at approximately t=100, since the maximumenergy 721 exceeds the maximum energy reduced by the predeterminedthreshold. At the same time, the controller 762 begins to increase thetemperature of the minimum energy storage device 719, since the minimumtemperature 723 is lower than the maximum temperature 721 reduced by thepredetermined threshold (e.g. 10 degrees Celsius). Although the maximumenergy storage device 717 is disconnected from the energy storage system712, the maximum temperature 721 remains tracked by the controller 762and plotted in FIG. 14. The activation of the heating device 756 withinthe minimum energy storage device 719 is depicted by the waveform 729 atapproximately t=120, 300 and 360. As illustrated in the exemplaryembodiment of FIG. 14, the controller 762, is configured to minimize thedifference between the maximum temperature 721 and the minimumtemperature 723 over time for the respective maximum energy storagedevice 717 and the minimum storage device 719. This minimization isdepicted when comparing the maximum temperature 721 and minimumtemperature 723 curves after the controller 762 disconnected the maximumenergy storage device 717 and increased the temperature of the minimumenergy storage device 719, with the minimum temperature 733 curve andmaximum temperature 731 curve which would result if the controller 762did not disconnect or heat the respective maximum energy storage device717 and minimum energy storage device 719. As shown in FIG. 14, theoperating range of the energy storage system 712, measured by thetemperature difference between the maximum energy 721 and the minimumenergy 723 is noticeably reduced after the controller 762 disconnectedthe maximum energy storage device 717 and increased the temperature ofthe minimum energy storage device 719. Although FIG. 14 depicts thecontroller 762 having disconnected and increased the energy of a singlemaximum energy device 717 and minimum energy device 719, the controllermay disconnect multiple energy devices and increase the temperature ofmultiple energy devices, so to narrow the operating temperature range ofthe energy storage system. Accordingly, the exemplary diagram of FIG. 14includes exemplary values and ranges, and the embodiments of the presentinvention are not limited to any exemplary values or ranges shown inFIG. 14, or any other exemplary diagram of the present application.

As illustrated in the exemplary embodiment of FIG. 15, the controller762 is configured to disconnect one or more energy storage devices 715.The controller may be coupled to a parallel bus circuit 764, where eachparallel bus circuit includes one or more switches 766 configured toselectively connect each energy storage device 715 in a parallelarrangement within each parallel bus circuit 764. The controller 762 isconfigured to selectively switch on and off each switch 766 torespectively connect and disconnect each energy storage device 715 fromthe energy storage system 712, as disclosed previously.

FIG. 16 illustrates an exemplary embodiment of a method 800 for coolingan energy storage system 712 of a hybrid diesel electric locomotive 714.The energy storage system 712 includes a plurality of energy storagedevices 715, including a maximum energy storage device 717 having amaximum temperature 721 and a minimum energy storage device 719 having aminimum temperature 723. The method 800 begins (block 801) bycommunicatively coupling (block 802) an air duct 724 to an air inlet 718and each energy storage device 715. The method 800 further includespositioning (block 804) a blower 726 within the air duct 724 to drawoutside air into the air inlet 718 and through the air duct 724 to passthe outside air over or through each energy storage device 715. Themethod further includes increasing (block 806) the temperature of eachenergy storage device 715 having a temperature below the maximumtemperature 721 reduced by at least a predetermined threshold, beforeending at block 807.

FIG. 17 illustrates an exemplary embodiment of a method 900 for coolingan energy storage system 712 of a hybrid diesel electric locomotive 714.The energy storage system 712 includes a plurality of energy storagedevices 715, including a maximum energy storage device 717 having amaximum temperature 721 and a minimum energy storage device 719 having aminimum temperature 723. The method 900 begins (block 901) bycommunicatively coupling (block 902) an air duct 724 to an air inlet 718and each energy storage device 715. The method 900 subsequently involvespositioning (block 904) at least one blower 926 within the air duct 924to draw outside air into the air inlet 718 and through the air duct 924to pass the outside air over or through each energy storage device 715.The method further includes disconnecting (block 906) one or more energystorage devices 715 with a temperature above the maximum temperature 721reduced by a predetermined threshold from the energy storage system 712to increase the temperature of each energy storage device 715 with atemperature below the maximum temperature 721 reduced by a predeterminedthreshold, before ending at block 907.

Based on the foregoing specification, the above-discussed embodiments ofthe invention may be implemented using computer programming orengineering techniques including computer software, firmware, hardwareor any combination or subset thereof, wherein the technical effect is tocool each energy storage device of a hybrid diesel electric vehicle. Anysuch resulting program, having computer-readable code means, may beembodied or provided within one or more computer-readable media, therebymaking a computer program product, i.e., an article of manufacture,according to the discussed embodiments of the invention. The computerreadable media may be, for instance, a fixed (hard) drive, diskette,optical disk, magnetic tape, semiconductor memory such as read-onlymemory (ROM), etc., or any transmitting/receiving medium such as theInternet or other communication network or link. The article ofmanufacture containing the computer code may be made and/or used byexecuting the code directly from one medium, by copying the code fromone medium to another medium, or by transmitting the code over anetwork.

One skilled in the art of computer science will easily be able tocombine the software created as described with appropriate generalpurpose or special purpose computer hardware, such as a microprocessor,to create a computer system or computer sub-system of the methodembodiment of the invention. An apparatus for making, using or sellingembodiments of the invention may be one or more processing systemsincluding, but not limited to, a central processing unit (CPU), memory,storage devices, communication links and devices, servers, I/O devices,or any sub-components of one or more processing systems, includingsoftware, firmware, hardware or any combination or subset thereof, whichembody those discussed embodiments the invention.

FIG. 19 illustrates a system 1010 for segregating an energy storagesystem 1012 from a plurality of air pipes 1018 and a plurality electriccables 1020 of a hybrid energy locomotive 1014. The system 1010 isconfigured to segregate the energy storage system 1012 from theplurality of air pipes 1018 and the plurality of electric cables 1020 tomaximize the physical capacity or quantity of a plurality of energystorage devices 1013,1015 and plurality of hybrid cables 1016,1017 ofthe energy storage system 1012. The air pipes 1018 may include air pipespassing compressed air from a compressor (not shown) located at one endof the locomotive 1014 and throughout a train to a train braking systemor throughout each locomotive to an individual locomotive brakingsystem. The electric cables 1020 may include electric cables passingcurrent throughout a train (i.e. trainline cables) or throughout alocomotive, such as traction motor cables, for example. Although FIG. 19illustrates the energy storage system segregated from the plurality ofair pipes and the plurality of electric cables running along opposingsides of the locomotive, the energy storage system may be segregatedfrom just one of the plurality of air pipes or the plurality of electriccables running along on side of the locomotive.

The energy storage system 1012 illustratively includes a plurality ofenergy storage devices 1013,1015 and a plurality of hybrid cables1016,1017. The illustrated exemplary embodiment of an energy storagesystem 1012 includes a plurality of energy storage systems 1013,1015 anda plurality of hybrid cables 1016,1017 including a plurality of energystorage systems 1013 and plurality of hybrid cables 1016 positioned onone side 1030 of the locomotive 1014 and a plurality of energy storagesystems 1015 and plurality of hybrid cables 1017 positioned on anopposing side 1032 of the locomotive 1014, however the plurality ofenergy storage devices and plurality of hybrid cables may be positionedon one or both sides 1030,1032 of the locomotive, and only one energystorage device and hybrid cable may be utilized. In addition, althoughFIG. 19 illustrates a plurality of air pipes, and a plurality ofelectric cables, one air pipe and/or one electric cable may be utilized.

The system 1010 further includes a pair of first regions 1022,1024proximately positioned below a respective pair of walkways 1026,1028which extends along the opposing sides 1030,1032 of the locomotive 1014.Each respective first region 1022,1024 and the respective walkway1026,1028 extend the length (not shown) of the locomotive 1014. Asillustrated in FIG. 19, each respective first region 1022,1024 extendsbelow each respective walkway 1026,1028, and further extends toward thecenter of the locomotive 1014, although each first region 1022,1024 mayextend below each respective walkway without extending toward the centerof the locomotive. Additionally, as illustrated in FIG. 19, eachrespective first region 1022,1024 extends up to the bottom surface1058,1060 of each respective walkway 1026,1028, although each respectivefirst region may extend into each respective walkway.

As further illustrated in the exemplary embodiment of FIG. 19, a secondregion 1034 is positioned between the pair of first regions 1022,1024.In the exemplary embodiment of FIG. 19, the second region 1034 ispositioned between the pair of first regions 1022,1024 adjacent to alower portion of each first region 1022,1024, however the second regionmay be positioned between the pair of first regions adjacent to anyportion of each first region. As further illustrated in the exemplaryembodiment of FIG. 19, a pair of I-beams 1036,1038, which extend thelength of the locomotive 1014, illustratively separates the secondregion 1034 from each first region 1022,1024. Each I beam 1036,1038 ispositioned between the second region 1034 and a respective first region1022,1024. A top plate 1044 and a bottom plate 1046 extend the length ofthe locomotive 1014, and the top plate 1044 and the bottom plate 1046are respectively coupled to a top surface 1048 and bottom surface 1050of each I beam 1036,1038 to form an air duct 1052 within the locomotive1014. The air duct 1052 extends the length of the locomotive 1014 (notshown) within the second region 1034 to pass air to cool at least onetraction motor or other equipment (not shown) of the locomotive 1014.

The exemplary embodiment of the system 1010 in FIG. 19 segregates theenergy storage system 1012 from the plurality of air pipes 1018 andelectric cables 1020 by positioning the plurality of energy storagedevices 1013,1015 and plurality of hybrid cables 1016,1017 within therespective first regions 1022,1024 and positioning the plurality of airpipes 1018 and plurality of electric cables 1020 within the secondregion 1034. Additionally, by positioning the plurality of air pipes1018 and plurality of electric cables 1020 within the second region1034, the system 1010 opens up the pair of first regions 1022,1024 tomaximize the physical capacity or quantity of energy storage devices1013,1015 and hybrid cables 1016,1017 which may be utilized on thehybrid energy locomotive 1014. Although FIG. 19 illustrates an exemplaryembodiment of the system for segregating the energy storage system 1012within the plurality of first regions 1022,1024 and the plurality of airpipes 1018 and plurality of electric cables 1020 within the secondregion 1034, the system may segregate the energy storage system withinthe second region and the plurality of air pipes and the plurality ofelectric cables into a respective first region of the plurality of firstregions or into one first region of the plurality of first regions.Additionally, although FIG. 19 illustrates an exemplary embodiment ofthe system for segregating the energy storage system 1012 from theplurality of air pipes 1018 and the plurality of electric cables 1020,the system may segregate the energy storage system from the plurality ofair pipes and/or the plurality of electric cables.

As illustrated in the exemplary embodiment of FIG. 19, the plurality ofhybrid cables 1016,1017 are respectively positioned within a respectivefirst region 1022,1024 between the respective plurality of energystorage devices 1013,1015 and a respective I beam 1036,1038. Similarly,the plurality of air pipes 1018 and plurality of electric cables 1020are positioned within the second region 1034 adjacent to a respective Ibeam 1036,1038 positioned at each side 1040,1042 of the second region1034. However, the plurality of air pipes 1018 and plurality of electriccables 1020 may be positioned at any respective location within thesecond region 1034.

Upon segregating the plurality of energy storage devices 1013,1015 andplurality of hybrid cables 1016,1017 from the plurality of air pipes1018 and plurality of electric cables 1020, the system may provide arespective first and second level of security clearance to access therespective first pair of regions 1022,1024 and the second region 1034.During normal operation of the locomotive, at least some of the hybridcables 1016,1017 operate at a relatively constant high potential, asappreciated by one of skill in the art, and the plurality of electriccables 1020, such as the traction motor cables supplying power to thetraction motors, for example, operate at low potential, except when thelocomotive 1014 operates in a powered mode such as motoring mode orbraking mode, also as appreciated by one of skill in the art. Thus, thesystem 1010 provides the first level of security clearance to the firstpair of regions 1022,1024 at a higher level than the second level ofsecurity clearance to the second region 1034. In an exemplaryembodiment, the second level of security clearance may include a hatch(not shown) to an auxiliary cabin area (not shown) within the secondregion 1034, to which the plurality of electric cables 1020, such as thetraction motor cables, are connected, and each electric cable isgrounded upon opening the hatch. In an exemplary embodiment, a firstlevel of security clearance may include a password or key access hatch(not shown) to the pair of first regions 1022,1024 to ensure alocomotive worker with adequate training gains access to each firstregion. However, various levels of security clearance may be used otherthan those mentioned above, or none.

FIG. 20 illustrates an exemplary embodiment of a system 1010′ forsegregating an energy storage system 1012′ from a plurality of air pipes1018′ and a plurality of electric cables 1020′ of a hybrid energylocomotive 1014′. The energy storage system 1012′ includes a pluralityof energy storage devices 1013′,1015′ and a plurality of hybrid cables1016′,1017′. The system 1010′ illustratively includes a pair of firstregions 1022′,1024′ proximately positioned below a respective pair ofwalkways 1026′,1028′ extending along opposing sides 1030′,1032′ of thelocomotive 1014′. The system 1010′ further includes a pair of secondregions 1034′,1035′ respectively positioned within the pair of walkways1026′,1028′. The energy storage system 1012′ is positioned within thepair of first regions 1022′,1024′ and the plurality of air pipes 1018′and plurality of electric cables 1020′ are positioned within the pair ofsecond regions 1034′,1035′ to segregate the energy storage system 1012′from the plurality of air pipes 1018′ and the plurality of electriccables 1020′ of the hybrid energy locomotive 1014′. The system 1010′ isconfigured to segregate the energy storage system 1012′ from theplurality of air pipes 1018′ and the plurality of electric cables 1020′to maximize the physical capacity or quantity of a plurality of energystorage devices 1013′,1015′ of the energy storage system 1012′. Thoseelements of FIG. 20 not discussed herein, are similar to those discussedabove, without prime notation, and require no further discussion herein.

Although FIG. 20 illustrates the plurality of air pipes 1018′ andplurality of electric cables 1020′ positioned within respective secondregions 1034′,1035′ of the pair of second regions 1034′,1035′, theplurality of air pipes and plurality of electric cables may bepositioned within one second region of the pair of second regions, and aplurality of air pipes and/or a plurality of electric cables may bepositioned within one second region of the pair of second regions.

As illustrated in the exemplary embodiment of FIG. 21, the electriccable 1020′ includes a pair of removable end portions 1058′,1060′adjacent to each opposing end 1062′,1064′ of the locomotive 1014′. Theelectric cable 1020′ further includes a center portion 1059′ coupled toand configured to link the pair of removable end portions 1058′,1060′.The removable end portions 1058′,1060′ are configured to be removableduring regular maintenance of each electric cable 1020′ adjacent to anopposing end 1062′,1064′ of the locomotive. To provide convenient accessto each center portion 1059′ of each electric cable 1020′ during regularmaintenance, a hatch 1054′ is provided along a top surface 1066′ of thewalkway 1028′ extending along one side 1032′ of the locomotive 1014′.

FIG. 22 illustrates an exemplary embodiment of a method 1100 forsegregating an energy storage system 1012 from the plurality of airpipes 1018 and the plurality of electric cables 1020 of the hybridenergy locomotive 1014. The method begins (block 1101) by designating(block 1102) the pair of first regions 1022,1024 proximately positionedbelow the respective pair of walkways 1026,1028 extending along opposingsides 1030,1032 of the locomotive. The method 1100 further includesdesignating (block 1104) the second region 1034 positioned between thepair of first regions 1022,1024. Subsequently, the method 1100 includessegregating (block 1106) the energy storage system 1012 from theplurality of air pipes 1018 and the plurality of electric cables 1020 ofthe hybrid energy locomotive 1014. The segregating (block 1106) stepincludes respectively positioning (block 1108) the energy storage system1012 and the plurality of air pipes 1018 and the plurality of electriccables 1020 within one of the respective pair of first regions 1022,1024and the respective second region 1034, before the method ends at block1109.

FIG. 23 illustrates an exemplary embodiment of a method 1100′ forsegregating an energy storage system 1012′ from a plurality of air pipes1018′ and a plurality of electric cables 1020′ of a hybrid energylocomotive 1014′. The method 1100′ begins (block 1101 ′) by designating(block 1102′) a pair of first regions 1022′, 1024′ proximatelypositioned below a respective pair of walkways 1026′,1028′ extendingalong opposing sides 1030′,1032′ of the locomotive 1014′. The methodfurther includes designating (block 1104′) a pair of second regions1034′,1035′ respectively positioned within the pair of walkways1026′,1028′. Subsequently, the method 1100′ includes segregating (block1106′) the energy storage system 1012′ from a plurality of air pipes1018′ and a plurality of electric cables 1020′ of the hybrid energylocomotive 1014′. The segregating (block 1106′) step includespositioning (block 1108′) the energy storage system 1012′ within thepair of first regions 1022′,1024′ and a plurality of air pipes 1018′ anda plurality of electric cables 1020′ within a second region 1034′,1035′of the pair of second regions.

This written description uses examples to disclose embodiments of theinvention, including the best mode, and also to enable any personskilled in the art to make and use the embodiments of the invention. Thepatentable scope of the embodiments of the invention is defined by theclaims, and may include other examples that occur to those skilled inthe art. Such other examples are intended to be within the scope of theclaims if they have structural elements that do not differ from theliteral language of the claims, or if they include equivalent structuralelements with insubstantial differences from the literal languages ofthe claims.

1. A system for segregating an energy storage system from at least oneof at least one air pipe and at least one electric cable of a hybridenergy vehicle, said energy storage system comprising at least oneenergy storage device and at least one hybrid cable, said systemcomprising: a pair of first regions proximately positioned below arespective pair of walkways extending along opposing sides of thevehicle; and a second region positioned between said pair of firstregions; said energy storage system and at least one of said at leastone air pipe and at least one electric cable respectively positionedwithin one of said pair of first regions and said second region tosegregate said energy storage system from at least one of said at leastone air pipe and at least one electric cable of said hybrid energyvehicle.
 2. The system of claim 1, wherein said hybrid energy vehiclecomprises a hybrid energy off-highway vehicle, a hybrid energy marinevehicle, or a hybrid energy locomotive.
 3. The system of claim 2,wherein said system is configured to segregate said energy storagesystem from at least one of said at least one air pipe and at least oneelectric cable to maximize the physical capacity or quantity of said atleast one energy storage device.
 4. The system of claim 3, wherein saidenergy storage system and said at least one air pipe and at least oneelectric cable are positioned within said respective pair of firstregions and said respective second region.
 5. The system of claim 4,further comprising a pair of I-beams configured to separate said secondregion from each first region of said pair of first regions, each I beampositioned between said second region and each respective first regionof said pair of first regions, and each I beam configured to extend thelength of said locomotive.
 6. The system of claim 5, wherein said atleast one energy storage device and at least one hybrid cable of saidenergy storage system being respectively positioned within each firstregion of said pair of first regions; said at least one air pipe and atleast one electric cable being positioned within said second region. 7.The system of claim 6, wherein said at least one hybrid cable beingpositioned within a respective first region of said pair of firstregions between said at least one energy storage device and a respectiveI beam of said pair of I beams, said at least one air pipe and at leastone electric cable being positioned within said second region adjacentto said respective I beam at each side of said second region.
 8. Thesystem of claim 7, further comprising a top plate and bottom plateextending the length of said locomotive, said top plate and bottom platecoupled to a respective top surface and bottom surface of said pair of Ibeams to form an air duct extending the length of said locomotive topass air to cool at least one traction motor of said locomotive.
 9. Thesystem of claim 6, wherein said segregation of said at least one energystorage device from said at least one air pipe and at least one electriccable is to provide a respective first and second level of securityclearance to access said respective first pair of regions and saidsecond region, said first level being greater than said second level.10. The system of claim 9, wherein said first level being greater thansaid second level to account for a high potential in said at least onehybrid cable during normal operation of said locomotive, said secondlevel being lower than said first level to account for a low potentialin said at least one electric cable during normal operation of saidlocomotive other than during a motoring mode.
 11. The system of claim10, wherein said second level comprises a hatch to an auxiliary cabinarea within said second region, said locomotive being configured toground said at least one electric cable upon opening said hatch, saidfirst level comprises a password or key access hatch to said firstregion to ensure a locomotive worker with adequate training gains accessto said first region.
 12. The system of claim 8, wherein said at leastone air pipe is configured to pass compressed air to at least onebraking system of said locomotive or a train; said at least one electriccable comprising at least one traction motor cable is configured to passelectricity to at least one traction motor of said locomotive or atleast one trainline cable configured to pass electricity along saidtrain.
 13. A system for segregating an energy storage system from atleast one of at least one air pipe and at least one electric cable of ahybrid energy vehicle, said energy storage system comprising at leastone energy storage device and at least one hybrid cable, said systemcomprising: a pair of first regions proximately positioned below arespective pair of walkways extending along opposing sides of thevehicle; and a pair of second regions respectively positioned withinsaid pair of walkways; said energy storage system positioned within saidpair of first regions and at least one of said at least one air pipe andat least one electric cable positioned within at least one second regionof said pair of second regions to segregate said energy storage systemfrom at least one of said at least one air pipe and at least oneelectric cable of said hybrid energy vehicle.
 14. The system of claim13, wherein said hybrid energy vehicle comprises a hybrid energyoff-highway vehicle, a hybrid energy marine vehicle, or a hybrid energylocomotive.
 15. The system of claim 14, wherein said system isconfigured to segregate said energy storage system from at least one ofsaid at least one air pipe and at least one electric cable to maximizethe physical capacity or quantity of said at least one energy storagedevice.
 16. The system of claim 15, wherein said energy storage systemand said at least one air pipe and at least one electric cable arerespectively positioned within said pair of first regions and said pairof second regions.
 17. The system of claim 16, wherein said at least oneair pipe and at least one electric cable are positioned withinrespective second regions of said pair of second regions.
 18. The systemof claim 17, wherein said segregation of said at least one energystorage device from said at least one air pipe and at least one electriccable is to provide a respective first and second level of securityclearance to access said respective first pair of regions and said pairof second regions, said first level being greater than said secondlevel.
 19. The system of claim 17, wherein said at least one electriccable configured to extend the length of said locomotive within saidrespective second region of said pair of second regions, each electriccable comprising a pair of removable end portions adjacent to eachopposing end of said locomotive and a center portion coupled to andconfigured to link said pair of removable end portions, and saidremovable end portions configured to be removable during regularmaintenance of each electric cable adjacent to an opposing end of saidlocomotive.
 20. The system of claim 19, further comprising a hatch alonga top surface of said walkway extending along opposing sides of thelocomotive, said hatch configured to provide access to said centerportion of said at least one electric cable during regular maintenance.21. A method for segregating an energy storage system from at least oneof at least one air pipe and at least one electric cable of a hybridenergy vehicle, said energy storage system comprising at least oneenergy storage device and at least one hybrid cable, said methodcomprising: designating a pair of first regions proximately positionedbelow a respective pair of walkways extending along opposing sides ofthe vehicle; and designating a second region positioned between saidpair of first regions; segregating said energy storage system from atleast one of said at least one air pipe and at least one electric cableof said hybrid energy vehicle, including respectively positioning saidenergy storage system and at least one of said at least one air pipe andat least one electric cable within one of said respective pair of firstregions and said respective second region.
 22. The method of claim 21,wherein said hybrid energy vehicle comprises a hybrid energy off-highwayvehicle, a hybrid energy marine vehicle, or a hybrid energy locomotive.23. The method of claim 22, wherein said designating a pair of firstregions and said designating a second region comprises: separating saidsecond region from said pair of first regions, including: respectivelypositioning a pair of I beams between said pair of first regions andsaid second region, wherein each I beam is positioned between saidsecond region and each first region and each I beam is configured toextend the length of said locomotive.
 24. The method of claim 23,wherein said respectively positioning said energy storage system and atleast one air pipe and at least one electric cable comprises positioningsaid energy storage system within said pair of first regions andpositioning said at least one air pipe and at least one electric cablewithin said second region.
 25. The method of claim 24, further includingproviding a respective first and second level of security clearance toaccess said respective first pair of regions and said second region,wherein said first level is greater than said second level.
 26. A methodfor segregating an energy storage system from at least one of at leastone air pipe and at least one electric cable of a hybrid energy vehicle,said energy storage system comprising at least one energy storage deviceand at least one hybrid cable, said method comprising: designating apair of first regions proximately positioned below a respective pair ofwalkways extending along opposing sides of the vehicle; and designatinga pair of second regions respectively positioned within said pair ofwalkways; segregating said energy storage system from at least one ofsaid at least one air pipe and at least one electric cable of saidhybrid energy vehicle including positioning said energy storage systemwithin said pair of first regions and at least one of said at least oneair pipe and at least one electric cable within at least one secondregion of said pair of second regions.
 27. The method of claim 26,wherein said hybrid energy vehicle comprises a hybrid energy off-highwayvehicle, a hybrid energy marine vehicle, or a hybrid energy locomotive.28. The method of claim 26, wherein said positioning includespositioning said energy storage system within said pair of first regionsand positioning said at least one air pipe and at least one electriccable within respective second regions of said pair of second regions.29. The method of claim 28, further comprising providing a respectivefirst and second level of security clearance to access said respectivefirst pair of regions and said pair of second regions, said first levelbeing greater than said second level.